jaybee258

Sorry Guys. My friend has already asked this question on a different thread

I am having trouble understanding how the standars hydraulic disc brakes self adjust. The small pad is floating and slides along two tube guides on a pair of bolts. The other pad appears to be bolted directly to the caliper with a second pair of bolts and has no adjustment. One one wheel, this fixed pad is catching slightly on the disc and gets hot. On the other wheel, there is 1mm of gap and runs freely, but this does mean that when the brake is applied, the whole calliper body twists slightly. I feel that the caliper should be sliding on the second pair of bolts, but there is no adjustment there. They could be just seized up or I am just missing the point. Thanks in advance John

Great to hear some good Jab news here. I would like to add to it with 560 hours of fault free cruising. My Jab 2200 is in a Savannah and cruises at 2000rpm, 75mph and 10l/h one up. I know everybody does not agree, but in my view, low revs equals low wear and a longer life. Once people start taking the heads off and fiddling, the troubles seem to start.....

Great news. Exciting stuff

You are so lucky living so near to the Apls. I love those altiports, and Corier is my fav. The Savannah is so good for that sort of stuff and is so responsive that it is hard to get things wrong. I flew over from the UK with a couple of flexis, so we were pretty slow at 70mph. A nice easy cruising speed at 10 litres per hour. I guess the North of England is a pretty good part of the world to fly too, with the lake District, Snowdonia, Pennines and lots of coast line on our doorstep to explore. I love the Savannah. It is like a real traditional aeroplane with all that aluminium and rivets. It is so easy to fly but a bit more power would be nice and a good safety reserve, particularly near mountains. With our eco-prop, the Jab only revs to 2800rpm, and that is not the full 85hp. More revs on a different prop would give more power and more fuel consumption. The Jab has done 500 hours in 4 years now and has been pretty faultless apart from the tendancy to overheat on long climbs ( eg for crossing the channel, and circumnavigating Mount Blanc, or climbing up to Alp dHuez) . I understand that Camitt, the subcontractor for Jabiru who make the engine have gone bust. So there will be no more Jab 2200 engines You are very brave starting to build a Savannah. It looks a lot of work, but a very nicely made kit. Hope you get it flying soon. Ideally, you need to be able to have access to a completed one to look over from time to time. Big help

Thanks. I am at Oxenhope near Keighley. Where are you based? Sadly flying to France is getting harder. No more Abbeville with its blind calls and customs, and no transponder requirements

Well done Mad Bob. A generous gesture and with a good outcome for new flyers. Maybe more of us should learn by this example

Great ideas and very easy to try. Thank you

Thanks for the kind offer. I think I will try a bit of repositioning of the existing one first. Things are very tight behind the cowl air inlet at the front

Thank you for those thoughts. In rotating it by 90 degrees, do you mean to lower the front of the radiator and keeping the rear of it fixed? That would lower the rad so that it just started to protrude below the skirt of the cowl. The exhaust pipes are a bit in the way for anything less. Am I right in thinking this would be in an area of maximum flow out of the engine bay? What about the cool airflow passing around the outside the cowl? I guess the radiator does not want to be too low. UK weather is cool now, and the radiator does not warm up much now, and probably more by the exhaust than any hot oil. I have ordered digital thermometers so I can monitor anything I try in addition to some pressure differentials across the radiator Many thanks

Interesting reading for those of us who are new to this topic. I would be interested to read a similar history from CAMit. There are always two sides to a story and a lot goes on behind the scenes and we never understand the logic of some big decisions .

Hi Old Koreelah. I have posted some pics in media under 3 axis. Named Jab Savannah. Hope you can find them The sump is not finned and there is no room for the oil cooler at the front. I am not sure which way the air is supposed to flow through the cooler, but I think downwards by looking at the tiny bit of dust in the cooler. Thanks

Hi Guys. Sorry to be useless here, but could someone just clear something up for me. Jabiru first made the 2200 which had various problems. Camit have more recently been making an improved version of the engine, which this thread is about. Do Jabiru still make their version of the 2200? Thanks

Thanks IBob. I enjoyed reading about your build. It sounds a massive job. Keep up the good work

Thank you guys for your ideas. I will take some piccies and post them here which I think will be most useful. Also, I plan to do some more accurate oil and air temperatures across the oil cooler. This could take some time as weather in the UK Pennines has been poor for some time now, but will be a great excuse to fit in a few short flights with added interest Some interesting thoughts there about airflow. There are just the two inlets on the cowl for the two engine air ducts. The airflow over the cooler will be controlled by the exit air

Thanks DrZoos Lots of interesting stuff there. I will measure air pressure each side of the oil cooler to see if there is any flow of air. Also air temperatures at the same points. I do not think there are many Jab 2200s in Savannahs to learn from Good thoughts I need to contact the BMAA too to see if there are any Mods approved to improve oil cooling

We have a Jab 2200 powered Savannah VG and it has always had a tendency to overheat. The CHT was the main problem until I modified the cowl to make a better fit with the engine. The oil overheating is more difficult, and occurs on any long climb of say +3000' in the summer. The oil cooler is mounted just behind the exhaust silencer box. I attached 2 temperature sensors to the cooler inlet and outlet, and there was only a few degrees temp difference. The cooler seems to be doing almost nothing. We have a TOCA fitted. Also, something which seems unusual is an Airplast prop which is set very coarse for economy. It cruses at between 2000 and 2400rpm. Max rpm is about 2600. We are getting plenty air into the heads now. Just need more airflow over the oil cooler. I understand the 3300 in the Savannah has the cooler mounted in front of the sump. Anybody out there with a 2200 and oil cooler? With the TOCA and good airflow over the oil cooler, I feel that we could be in the enviable position of having a Jab 2200 which does not suffer overheating We are a UK microlight on 450kg. Thanks guys

Hi Guys I'm new to this web site and it seems like a source of fascinating reading and useful information. I ended up here because I was trolling the internet for ideas for our Savannah. Being joint owned, it is not that easy to just dive in and make improvements to the plane, but this one has been bothering me for a while. We have a Jab 2200 powered Savannah VG and it has always had a tendency to overheat, as I think most of them do. I think the problem can be solved, but it is probably not the best place to post this question in this forum, so I will do that too elsewhere. The welcome bit.. I have shared ownership of a Jab 2200 powered Savannah VG 450kg microlight. Based in the UK in Yorkshire. We bought it at 11 hrs on the clock, it is now 500 with no major problems. Anybody else with a Savannah in the UK? I have been qualified about 4 years now and touched Scotland, Cornwall, Scillys, Lundy and a couple of trips to France and the Alps.... I don't do bacon buttie runs. I don't do big airfields and radio fuss. Blind calls are my limit I love the guy who is building a Savannah in his lounge. Well done that man, and it is a flat too! Savannah John